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So far Nick Harris has created 228 blog entries.

Nice to be so wrong

I’ll put my hands up and admit it. When Andrea Dovizioso brought Ducati just their second MotoGP™ win for six long years in 2016 and his first win for 2650 days, I didn’t have the foresight to realise this was the start of a challenge against the seemingly unbeatable Marc Marquez and Honda. A resurrection of the fortunes of the legendary Italian factory spearheaded by a revitalised Dovi. Of course, the Italian from the Adriatic coast had always been a world class motorcycle racer but, wrongly, I’d only thought of him as Mr Consistency, Mr Reliable, and a really nice guy.

I’d seen him win the 125cc World Championship on the Honda in 2004 fighting off the Aprilia challenge of Hector Barbera and Roberto Locatelli. He was unlucky to face Jorge Lorenzo riding the Aprilia in 2006 and 2007 in the 250cc World Championships. Dovi finished second to Lorenzo both years riding the Honda after finishing third in 2005 behind the pretty impressive duo of Dani Pedrosa and Casey Stoner. All three of those 250cc contenders joined MotoGP™ with both Lorenzo and Stoner going on to taste world title successes. In 2009 Dovi, riding the Repsol Honda, won the very last MotoGP™ Grand Prix at a damp Donington Park in England. For the next seven years, he rightly earned the title of Mr Consistency – picking up 30 podium finishes for Honda, Monster Tech 3 Yamaha, and Ducati who he joined in 2013

Honestly, I thought that Donington win might be it but there were stirrings in the red side of the paddock. After resting on their laurels for far too long after Stoner’s magnificent World title in 2007 on the 800 cc Ducati, the Bologna-based factory were back in the hunt to fight against the might of Japan. Who will forget that fantastic all Ducati last lap battle at the Red Bull Ring in Austria in 2016 where Andrea Iannone grabbed his one and only MotoGP™ win by less than one second? Iannone disappeared to Ibiza to celebrate. Dovi stayed at home to plot his second MotoGP™ win and he didn’t have to wait for long.

Two thousand six hundred and fifty-three days since that Donington victory he was back on the top step of the podium after a comfortable three second win over Valentino Rossi in the searing heat of Sepang in Malaysia. A more different venue to a damp Donington you could not imagine. Dovi and Ducati, wings and all were back in business and ready to take on Marquez and Honda. Out of the saddle, Dovi was still the friendly pleasant quietly spoken guy but once the lights changed something had altered. He explained a settled personal life had helped but spearheading a patriotic team fighting for a world title must have been such an incentive.

Right from the start in 2017, they were at it. Victory at a crazy Mugello was followed by wins at Barcelona, Austria, Britain, Japan and Malaysia resulting in the Championship fight with Marquez going into the final round in Valencia, where third place for Marquez was enough to keep the title. Second place for Dovi and Ducati perhaps not just rewards for their efforts to push Marquez and Honda off the top step

Two Grands Prix summed up that memorable season. Both last lap, last bend confrontations with Marquez who simply loved these head-to-head last bend scraps because he usually came out on top. The World Champion didn’t at the Red Bull Ring in Austria and in the rain at Motegi in Japan. I’ll never forget the look Dovi gave Marquez when he beat him in Austria but the win in Motegi was the one to savour. Ducati beating Honda at their home circuit in the pouring rain was pretty special. Two weeks later he won again in Malaysia to keep his Championship chances alive, but it was not to be. It was a similar story a year later when four wins gave him second place to Marquez. In 2019 second again behind the Spanish Honda rider and a year later his last Grand Prix victory of 24 including 15 in MotoGP™ in Austria.

Sometimes it’s nice to be so wrong even if it takes 2650 days to realise it.

By Nick Harris|2023-06-07T14:56:16+00:00June 7th, 2023|Nick's Blog, Uncategorised|Comments Off

MotoGP™ fans are a savvy lot

Of course, sunshine helps and there was plenty of it pouring down on that record crowd at Le Mans a couple of weeks back. Good weather is the perfect start to encourage big crowds to witness Grands Prix first hand but there are so many other factors which have changed during the 74-year battle to lure spectators through the gates at circuits throughout the world. Admission prices, quality of racing, facilities, parking, and camping are the obvious ones but over the last seven decades politics, combined Grands Prix with Formula One cars and motorcycles, tradition and national pride have played their part

The 280,000 weekend and 125,000 race day crowds at the Shark French Grand Prix was generally regarded as the biggest in the MotoGP™ era, but a Grand Prix 71 years previously is still regarded to have attracted the largest ever attendance, and the reasons are not hard to identify. On the weekend of July 20, 1952, a crowd estimated at over 400,000 flocked to Solitude for the West German Grand Prix. It was the first Grand Prix to be held in Germany since the end of the Second World War and the first World Championship event to be staged in Germany. British rider Reg Armstrong won both 350 and 500cc races riding Norton machinery.

The World Championship was in its fourth year and promoters were already looking at new ways to attract fans. At the very first Swiss Grand Prix in 1949 at the 7,280km Berne circuit, they staged a joint race meeting with Formula One cars, who started their World Championship a year later. Les Graham, who went on to become World Champion, won the 500cc race while Alberto Ascari brought Ferrari to victory on four wheels. The success of the double act encouraged the promoters to continue with the theme. Combined World Championship Grands Prix were held at Berne from 1951 – 1954. What a weekend for spectators, but impossible and dangerous in the modern day however, what a dream.

While spectators in West Germany celebrated the new post-war era, it was a different story for the population of East Germany and Czechoslovakia as the Iron Curtain separated them from the Western World. Grands Prix motorcycle racing proved their salvation at the Sachsenring and Brno. Vast crowds were allowed by the authorities to flock to these legendary road circuits to catch a rare glimpse of the world outside. I will never forget the pictures of the manmade grandstands with fans perched high in chairs at the top of a pole above a sea of faces. Authorities were never comfortable with the influx of Western riders to compete.

Prize money was paid in local currency and not allowed out of the country resulting in a few beer fuelled clashes between celebrating riders spending their prize money and the local police in Karl-Marx-Stadt (Chemnitz) and Brno. Phil Read once drove to the Sachsenring in a Rolls Royce which caused a right old commotion. In 1971, 125cc World Champion West German Dieter Braun won the 250cc race, and the Police (the Stasi) prevented the West German national anthem from being played over the loudspeakers to the East German crowd although, to their disgust, they had to play it at the podium

There is nothing a patriotic nation loves more than a national hero. The likes of Valentino Rossi, Barry Sheene and Wayne Gardner brought a completely new audience to Grand Prix racing in the World Championship-winning years. The success of Fabio Quartararo (Monster Energy Yamaha MotoGP™) has sparked enormous interest in France. The Le Mans Sunday crowd was reported to be the largest one-day sporting crowd of the year in France. The former World Champion played a massive part in attracting so many people but there are many other reasons. MotoGP™ fans are a savvy lot, and they appreciate and will support Grands Prix that provide value for their hard-earned money and Le Mans did just that in every way. Of course, that wonderful sunshine did help.

By Nick Harris|2023-06-01T09:47:12+00:00June 1st, 2023|Nick's Blog, Uncategorised|Comments Off

Jarno

It’s a day 50 years ago that many of us will never forget. May 20th, 1973, the day World Championship Motorcycle racing lost a rider who was destined to join the likes of Hailwood, Agostini, Nieto, Rossi, and Marquez as one of the true greats, if not the greatest.

The only rider in the 74-year history of the sport to win his opening two premier class Grands Prix. The likes of Geoff Duke and Max Biaggi are among a distinguished club of riders who won on their premier class debuts, but only one won on his opening two. A rider who was destined to win both 250cc and 500cc world titles in the same season 12 years before Freddie Spencer became the first and only rider to achieve that double.

A rider, it was rumoured, that was even contemplating adding a 350cc world title the same year to make it a treble. A rider who honed his road racing skills back on the frozen lakes in his Finnish homeland before arriving on the World scene to win the 250cc World Championship. A rider who won both the legendary 200 Mile races at Daytona and Imola in 1973 beating the 750s riding a 350cc Yamaha. A rider Yamaha chose to spearhead their first 500cc world title challenge on a four-cylinder two-stroke machine.

Twenty-seven-year-old Jarno Saarinen lost his life in a horrendous multi-rider accident in the 250cc race in the 1973 Grand Prix of Nations at Monza. It was a crash that also claimed the life of Italian Renzo Pasolini, who had finished runner-up to Saarinen in the 250cc Championship the previous year. Grand Prix racing and Finland grieved. Yamaha immediately pulled out of the 500cc World Championship for the season. No wonder Yamaha chose Saarinen to spearhead the two-stroke challenge in the four-stroke dominated 500cc class and he did not let them down.

The Finn arrived in the premier class after dominating the 250cc World Championship and winning five 350cc Grands Prix. Often, we would see this new phenomenon at British circuits where he eclipsed the likes of Barry Sheene at places such as Mallory Park, Silverstone and even the infamous Scarborough Road circuit. He needed the money to finance his Grand Prix racing and we were lucky there were organisers who had the foresight to pay him.

Saarinen’s debut season in the 500cc class was nothing short of sensational. After winning the 250cc race at Paul Ricard in France he went on to beat Phil Read’s MV Agusta by 15 seconds on his 500cc debut ride. He almost doubled that winning advantage at the next round at the Salzburging in Austria with his Yamaha teammate Hideo Kanaya second. Earlier he’d won the 250cc race. It looked a hat trick at the next round in Hockenheim but after a third 250cc win the Yamaha’s chain broke in the 500cc race and his winning run came to an end.

He arrived in Monza for round four with his wife Soili looking to return to double winning ways. On the first lap of the 250cc race 15 riders crashed at Gran Curve after oil it was suggested had been dropped on the tarmac in the previous 350cc race. An ominous pall of black smoke rose above the Grand Curve and slowly the riders made their way back to the start the wrong way round the legendary circuit. Saarinen and Pasolini did not return. We will never know where his World Championship journey would have ended. I’m just thankful I was so lucky to watch a true Champion in action.

Thanks, Jarno, I will never forget.

By Nick Harris|2023-05-25T08:04:42+00:00May 25th, 2023|Nick's Blog, Uncategorised|Comments Off

The birth of a dream in a very different world

I wondered just what Freddie Frith would have made of it. I was stood at the entrance to Chemin Aux Boeufs chicane on the first qualifying lap for the 1000th Grand Prix at Le Mans on Saturday morning when Marc Marquez arrived. Rear wheel showing plenty of clear air from the tarmac as he applied the brakes at over 300 kph before sliding the Repsol Honda left and right. Then he was gone.

Seventy-four years ago, in such a different world, it was dry and clear as 100 350cc riders lined up on Glencrutchery Road. June 13th, 1949, and the birth of a dream. The very first Grand Prix: seven laps and 425 kms of the legendary Mountain circuit in the Isle of Man. Just four years after the end of the Second World War, the FIM launched the motorcycle Grand Prix World Championship one year ahead of their four-wheel counterparts. Four solo classes; 125, 250, 350 and 500, plus of course sidecars, and at European venues Berne, Assen, Spa-Francorchamps, Clady, Monza and the Isle of Man. They had been racing motorcycles on this chunk of granite stuck in the middle of the Irish Sea since 1907. Back then there was a 25kph speed limit on British roads. The forward-thinking Manx government realised that closing their roads for racing could have far-reaching consequences and they were right.

The Lieut.-Governor Air Vice Marshall Sir Geoffrey Bromet dropped the Manx flag to start the race as the riders, all competing on British machines, started in pairs every ten seconds to race between the houses down the fearsome Bray Hill. Every vantage point around the Mountain circuit was jammed with patriotic British fans at last shaking off the devastating effects of war and taking a holiday for the first time in over a decade. Former bomber pilot Les Graham – who had been awarded the Distinguished Flying Cross for bravery in 1944 – led by 19 seconds at the end of the first lap, but a broken clutch brought his race to a premature halt. The AJS of Bill Doran took over until his gearbox broke going up the Mountain at the Gooseneck on the final lap. Forty-year-old Freddie Frith, riding the Velocette, had no way of knowing of Doran’s demise and put in a record last lap to become the first grand prix winner. Irishman Ernie Lyons made it a Velocette one two with Artie Bell third on the Norton. Tragically, though, the day provided a dark reminder how dangerous it was to race motorcycles on the Mountain circuit when Ben Drinkwater was killed after crashing on the fourth lap. A different era to the safety standards of today.

Four days later, technical disaster struck again for Graham who appeared on course to make up for his 350cc disappointment by leading on the last lap of the first 500cc grand prix. Four kilometres from the finish with a 90 second lead the magneto shaft on his AJS shattered and he had to push the bike to the finish. Bespectacled Harold Daniell brought the Norton home for a comfortable victory but Graham’s luck changed. He was crowned the first 500cc World Champion at the end of the season.

The atmosphere and racing at Le Mans were a fitting tribute to those riders who have competed in those 1000 Grands Prix. A cacophony of sound and adrenalin generating from those towering grandstands. A Sunday crowd of nearly 120,000, the largest one-day sporting crowd in France this year, embraced what Grand Prix motorcycle racing is and has always been all about. Freddie Frith and all those pioneers who set such a high standard for others to follow 74 years ago would have loved every minute of it. Even the gravel trap altercation between Bagnaia and Vinales. Without a shadow of a doubt, they would have demanded a ride on a modern MotoGP™ machine.

By Nick Harris|2023-05-18T07:34:54+00:00May 18th, 2023|Nick's Blog, Uncategorised|Comments Off

Dani made my week

I’m not ashamed to admit I thought there must have been a misprint when the results came through from that first MotoGP™ practice session at Jerez on Friday morning. Dani Pedrosa leading all those young pretenders on the KTM he’d work so hard to develop for the factory team and their riders. Of course, there was no misprint. Dani probably, together with Max Biaggi, the unluckiest rider not to win the MotoGP™ World Championship. Throw in Randy Mamola and the unluckiest rider not to win a premier class world title. Thirty-seven years old and still capable to lead a MotoGP™ practice session, that would do for me because I was still annoyed.

I get annoyed rather than angry these days, apart from when watching football, but a letter from a gentleman to a leading British Motorcycle publication raised the hackles. He suggested that racing had gone soft. That riders in the sixties and seventies often raced with strapped-up limbs and joints that were severely damaged or even fractured. He suggested now we seem to have MotoGP™ prima donnas.

I hope this gentleman was watching the weekend at Jerez. A 37-year-old who had fought back from so many injuries to lead the first practice. Despite those injuries, that probably cost him a MotoGP™ title, Pedrosa won three world titles and 54 Grands Prix. Did he witness the determination and bravery of Enea Bastianini trying to overcome the pain recovering from a broken shoulder blade but finally having to call it a day. The frustration of eight times World Champion Marc Marquez at being told he could not race by the doctors because of his broken hand. Marquez, who has come through three years of major surgery and pain, wanted to race but the doctors said no. The second big accident of the season for Miguel Oliveira in the race which could put him out of action once

It is so easy to recall the past through rose-tinted glasses and I’m probably the worst offender, but I promise you modern day MotoGP™ riders are no prima donnas. Of course, riders from the past were tough. I witnessed first-hand some remarkable brave acts by riders coming from injury. Barry Sheene’s recovery from his Daytona crash to win two 500cc world titles. Then, I was at Silverstone for the horrendous fireball crash in 1982 but Barry returned to race again. Mick Doohan’s 1992 ride in Brazil when he could hardly walk but was determined to defend his lead in the World Championship, I will never forget. In more recent times Jorge Lorenzo flying back to Barcelona in 2013 to have a titanium plate fitted with ten screws to mend a broken collarbone sustained in a practice crash at Assen. The five times World Champion returned two days later and rode to fifth place after 26 laps of the legendary Dutch circuit.

The very nature of the sport means that motorcycle racing always was and always will be dangerous. What had to happen was to make Grand Prix racing as safe as it possibly could be. That is exactly what has happened. Safer circuits, revolutionary improved rider protection, instant medical care and medical staff that are prepared to say no if they think a rider is not fit have been crucial. Surely nobody wants to see riders get injured but accept there will be crashes. Anything that can be achieved in preventing riders avoiding serious injury has to be applauded. Everything that can be done to ensure instant medical attention after a serious accident has to be correct.

Modern day MotoGP™ riders, prima donnas? I don’t think so and Dani, thanks for making me smile.

By Nick Harris|2023-05-04T15:12:20+00:00May 4th, 2023|Nick's Blog, Uncategorised|Comments Off

Blood brothers – the feud continues

Was it really eight years ago? Just when we thought it was all over and forgotten, one of the fiercest ever MotoGP™ feuds has returned to the racetrack. Following in the footsteps of their illustrious older brothers Alex Marquez and Luca Marini are at it once again as they fight for family honour. Their immediate goal to become the first ever brothers to win a premier class Grand Prix and ultimately the highest accolade of them all, the MotoGP™ World Championship.

While brothers have shared the premier class podium, won World Championships and Grands Prix in separate classes, we still wait after 74 years but not for much longer. Already this season Alex, younger brother of eight times World Champion Marc Marquez, and Luca, half-brother to nine times World Champion Valentino Rossi, have sampled life on the MotoGP™ podium.

Alex, who grabbed two MotoGP™ podium finishes three years ago, fought through the Argentine rain to finish third on the Gresini Racing Ducati. Last week Luca grabbed his first MotoGP™ podium with a brilliant second place at COTA riding their Mooney VR46 Ducati. Both are Grands Prix winners in the smaller classes and Alex is a Moto3™ and Moto2™ World Champion.

Only on two occasions have brothers finished together on the same premier class podium. In 1962 Juan and Eduardo Salatino entered their home Grand Prix at Buenos Aires in Argentina on their Nortons. They finished second and third respectively behind another home rider Benedicto Caldarella riding a Matchless. Thirty-five years later at the City of Imola Grand Prix in Italy the Aoki family followed suite. Behind World Champion Mick Doohan, Nobuatsu was second and Takuma third. What a racing family with Haruchika finishing fifth in the 500cc race at Mugello in 2001 after winning two 125cc World titles.

Injuries permitting, two sets of brothers could easily return to the MotoGP™ podium together this season, Aleix and Pol Espargaro and Alex and Marc Marquez hopefully will get the chance soon. Last year South African brothers Brad and Darryn Binder who are both Grand Prix winners competed in the premier class.

There are plenty of brothers we remember competing in the premier class. Christian and Dominique Sarron, Nicky and Roger-Lee Hayden, Carlos and David Checa, Mick and Scott Doohan, Kenny and Kurtis Roberts, Bernard and Marc Garcia and Eugene and Michael Laverty, but some of the others in the smaller classes have long been forgotten.

Fifteen times World Champion Giacomo Agostini younger brother Felice competed in both 125 and 350cc Grands Prix. Felice finished fifth in the 1978 125cc Spanish Grand Prix. William De Angelis, brother of Alex, was 12th in the 1999 Imola 125cc Grand Prix race while Mika Kallio’s younger brother Vesa was 15th in the 125cc race at the 2004 Japanese Grand Prix. While we easily recall the exploits of the Aoyama, Salonen, Bolle, Nieto, Pons, Sayle, Oncu, Van de Goorbergh and Pesek brothers there are other who have been virtually anonymous. World Champion Walter Villa’s older brother Francesco took two third 125cc places in the fifties. Alex Barros’s brother Cesar competed in 125 and 250cc Grands Prix. Jose and 350cc World Champion Johnny Cecotto competed in Grands Prix and in more recent times Tarran and Taylor Mackenzie.

Yes, it really was eight years ago when Valentino and Marc fought for victory in Argentina and Malaysia, exchanging paintwork, words and plenty more on the way.

There is nothing like a good old family feud to get the blood flowing.

By Nick Harris|2023-04-27T08:26:05+00:00April 27th, 2023|Nick's Blog, Uncategorised|Comments Off

Rins and Cecchinello; a very special bond

Before the extraordinary events in the Texan sunshine on Sunday I remembered the careers of Alex Rins and Lucio Cecchinello in separate ways. It was only when they came together for that historic win in Austin I realised they had so much in common. The ability to fight against the odds and adversity to come out at the top

Without a doubt my number one memory of Lucio was when his LCR Honda team provided Cal Crutchlow with a MotoGP™ winning machine to become the first British rider to win a Premier class Grand Prix for 35 years. I was at Anderstorp in Sweden to witness Barry Sheene bring Yamaha victory in 1981. I waited and waited for a repeat but in the end gave up hope it would happen in my lifetime until Brno in the Czech Republic in 2016. Cal went on to win again at Phillip Island the same year and in Argentina two years.

My undying memory of Alex was in Valencia last year. The final race of the season and the final race for the Suzuki Grand Prix team and what a send-off he gave them to bow out with victory and honour. Three years earlier he had brought them wins at COTA and Silverstone and a year later in Aragon. Last year after Suzuki announced their withdrawal at the end of the season he won at Phillip Island before that Valencia finale.

Lucio was a top 125cc Grand Prix rider. Riding for his own team he won seven Grands Prix. He finished fourth in the World Championship on two occasions and his last grand prix win came in 2003 with a very special victory at Mugello. He was a massive cog in the Grand Prix career of double World Champion Casey Stoner, first in the 250cc class where they finished second in the World Championship after five Grand Prix wins. He then stepped up with Stoner into MotoGP™ before the Australian joined Ducati and the rest is history.

Alex also came up through the smaller classes. What a fight for the 2014 Moto3™ World title with Alex Marquez (Gresini Racing MotoGP) and Jack Miller (Red Bull KTM Factory Racing) and a year earlier with Maverick Vinales (Aprilia Racing) and Luis Salom. Eight Grand Prix wins brought second and third places in the Championship. It was the same story in Moto2™ where four wins gave him second and third places in the Championship before joining MotoGP™ with Suzuki in 2017.

Lucio’s LCR team celebrated the 100^th podium in the Grand Prix paddock with MotoGP™ victory on Sunday. Alex had already become the first rider to win Moto3™. Moto2™ and MotoGP™ races at COTA. He is also the first rider to win two MotoGP™ races at the Texan circuit. The other, a certain Marc Marquez, with those seven wins. Alex also joins Valentino Rossi, Max Biaggi and Maverick Vinales as the only riders to win on two makes of Japanese machinery in the MotoGP™ era. Both are remarkable achievements for the Italian team owner and Spanish rider, and one manufacturer in particular should be so grateful.

It was Honda’s first MotoGP™ win since Marc Marquez brought them victory on the Repsol factory machine at that second Grand Prix at Misano back in October 2021. While bringing Honda some much needed success, Rins’s second MotoGP™ win at COTA was bad news for the Rossi family. In 2019 Alex pipped Valentino Rossi by less than half a second to claim victory. On Sunday he beat Valentino’s half-brother Luca Marini to the chequered flag. It was Marini’s first MotoGP™ podium finish.

That first Honda win for 593 days may have come from an unlikely source and Marini surely will win his first Grand Prix this season, but this was an afternoon to savour in Texas.

By Nick Harris|2023-04-23T08:58:27+00:00April 23rd, 2023|Nick's Blog, Uncategorised|Comments Off

Two true World Champions who fought for the future

For the majority of us mere mortals, just winning a world title would be enough, but for two true World Champions from different decades, it was not. 12 world titles and 139 Grands Prix wins were not enough for legends Kenny Roberts and Valentino Rossi. Resting on their laurels was just not in their DNA. Kenny and Vale cared so much about a sport that had brought them fame and fortune, they fought to ensure future generations would benefit in the same way.

Vale brought such a brand-new audience to MotoGP™ with his riding, tricks and charm but even at the height of his fame, he was concerned about the future of his sport in Italy. The lack of Italian success and even riders in the smaller classes that had always been the breeding ground for future MotoGP™ stars was a worry. Instead of moaning, the nine-time World Champion did something about it. He formed the VR46 Academy, built the legendary training ranch at his Tavullia home, and fronted his own Grand Prix team. His support and belief in those young riders under his care has brought incredible results. When Marco Bezzecchi brought the Mooney VR46 Racing Team their first-ever MotoGP™ win in Argentina last week, it was the 17th time a rider from the VR46 Academy had won a Premier class Grand Prix.

Kenny revolutionized Grand Prix racing both on and off the track. He was never going to disappear forever onto the nearest golf course. The man who won three World 500cc titles and 24 Grands Prix. The Champion who smashed the European domination of Grand Prix racing with a sliding style never witnessed before, honed on the dirt tracks of America. A riders champion who took on the authorities in a battle for improved safety and prize money. He could have disappeared onto the first tee never to be seen again, but he didn’t

Instead, he led his own race team. First in the 250cc class with Wayne Rainey and Alan Carter and then into the 500cc premier class with the likes of Rainey, John Kocinski and Randy Mamola. Kenny built dirt track training circuits at his Ranch in his hometown of Salinas in California and at the new Grand Prix circuit in Barcelona.

Despite all the success at World Championship level for the likes of Kenny, Rainey, Spencer, and Lawson who were household names in Europe, they were virtually unknown back home across the Atlantic. I remember visiting Eddie Lawson back home in California when he switched from Yamaha to Honda. He was already a three-time 500cc World Champion, but his friends asked me over dinner one night what exactly Eddie did for a living. Kenny just could not understand why their World Championship achievements were not recognised by a patriotic nation. In 1993 he put in a massive effort to help organise the American Grand Prix at Laguna Seca, spearheaded by the three times Champion Rainey

Just one week before Laguna, Wayne was paralysed in that horrendous crash at Misano. Kenny was decimated but continued his crusade. Four years after the Rainey crash, he set up his own Grand Prix team based in England. It was tough, very tough, first in the two-stroke and then four-stroke eras. Pole position on the 500cc two-stroke ridden by Jeremy McWilliams was the highlight. In the end lack of sponsorship brought his dream to an end but he was rewarded in 2000 when his son Kenny won the 500cc title for Suzuki. The only premier class father and son duo to win world titles.

It’s a rare and encouraging story in the money-driven World of modern-day sport. Two true World Champions both on and off the track who cared about future.

By Nick Harris|2023-04-12T20:23:12+00:00April 12th, 2023|Nick's Blog, Uncategorised|Comments Off

Sometimes it’s great to just be a MotoGP™ fan

Ok, I raise my hands and I admit I was wrong to have any doubts. Easy to be honest after the event but I was not totally convinced that the new Saturday Tissot Sprint race was a step in the right direction for the MotoGP™ World Championship. Those first two Sprints in Portugal and Argentina pushed those doubts into the clouds and way beyond because they were sensational.

When your hair goes from grey to white like mine you start questioning any major changes to a Championship that appears to be going on very comfortably. Why add something to such a successful and exciting format I remember thinking. None of us like change but instead of thinking like a grumpy old journalist who had been round the paddock for almost four decades I realised after watching Brad Binder’s victory that I was now starting to enjoy 12 laps of pure theatre through the eyes of a proper MotoGP™ fan. The South African’s ride on the Red Bull factory KTM from 15^th on the grid to a race win was as good as it gets. Together with the battle in Portugal between Pecco Bagnaia and Jorge Martin for the top step on the new podium I was totally hooked. Those 12 World Championship points awarded to the Sprint race winner every Saturday will be as hard earned as the 25 that go to the Grand Prix winner the next day

Those early Grands Prix could last over three hours compared to the just under 19 minutes it took World Champion Bagnaia to win in Portugal. Scotsman Bob McIntyre won the 1957 500cc TT race for Gilera in three hours 02.57s. 485.768 kms, eight laps of the Mountain circuit at an average speed of 159.312 km/h. That was a long time ago and the world and sport has changed so dramatically.

Other sports have changed their formats and lengths to meet the demands of the modern World. I remember once organising for Kenny Roberts to stop on the grid before stepping onto the podium after winning the Austrian Grand Prix at the Salzburging to speak live to the BBC back in London. Kenny duly won the race and stopped to speak into the microphone only to be asked by the producer through the headphone if he minded waiting a couple of minutes while they took reports from a couple of cricket grounds. Kenny certainly minded but waited and conducted the interview while the Star-Spangled Banner had to wait. Kenny pointed out to me afterwards, as only Kenny could, that cricket was a game that could last five whole days and not produce a result. Today no other sport has adjusted to the demands of the modern World and especially television coverage more than cricket. Half day and one day games have not replaced but run alongside the traditional five-day games. The interest and worldwide television audiences have exploded. Golf and tennis are always discussing making shorter games for modern audiences.

I realise that the new Sprint races can produce extra problems for the teams, riders and tyre manufacturers but for spectators and television it’s perfect. The traditional Grand Prix race on Sunday with that short sharp taster on Saturday. Nothing too complicated to cloud the mind but two straight battles for World Championship points.

I love it, it is great to be just a proper MotoGP™ fan.

By Nick Harris|2023-04-06T12:29:24+00:00April 6th, 2023|Nick's Blog, Uncategorised|Comments Off

Rip up those record books Pecco

What an explosive start to the season by the World Champion. The most points ever scored in a Grand Prix weekend and the chance to rip up the record books for Pecco Bagnaia.

Not for the last nine years has the winner of the opening Grand Prix of the season gone on to win the MotoGP™ World Championship. It was back in 2014 that reigning World Champion Marc Marquez riding the Repsol Honda won the opening race of the 18 round World Championship in Qatar. Since then that opening Grand Prix winner has not gone on to grab the ultimate prize. In 74 years of Grand Prix racing the opening race Premier class winner has only gone on to win the World title on 35 separate occasions. Twelve of those belong to just two riders

For the last three years the rider commencing his World MotoGP Championship campaign has not even finished on the podium at the opening round. Both Joan Mir in 2020 and Bagnaia last year did not finish their first races while Fabio Quartararo was fifth in 2021.

It surely comes as no great surprise that two Italian legends who dominated their respective decades of Grand Prix racing lead the charts. Both of them also started successful World Championship campaigns by winning the opening race on different makes of machines. Giacomo Agostini did it six times on the MV Agusta and then brought Yamaha their first ever Premier class title in 1975. His modern day counterpart Valentino Rossi split his five opening day Championship campaigns between Honda and Yamaha.

Harold Daniell won that first ever Premier class Grand Prix at the 1949 TT races on the Isle of Man, but it was Les Graham who became the first ever World Champion. It was another seven years before the winner of the opening race became World Champion. John Surtees brought MV Agusta success at the TT and then the World title in 1956. The only man to win World titles on two and four wheels went on to do it three more times.

Mike Hailwood did it three times for the all-conquering MV team, not surprisingly at the TT but also twice at Daytona in America in 1964/65. Barry Sheene won the opening round twice to kick-start successful 500cc campaigns at his beloved San Carlos in Venezuela and Le Mans. Surprisingly multi–World Champions Kenny Roberts, Freddie Spencer, Wayne Rainey and Eddie Lawson only did it once while five times World Champion Mick Doohan only twice at home in Eastern Creek and Shah Alam in Malaysia. Fellow Australian Casey Stoner won the opening round in Qatar twice and then brought World titles to both Ducati and Honda in 2007/11. Jorge Lorenzo brought Yamaha success in Qatar in 2012 leading on to his second MotoGP™ title. Two years later the reigning World Champion Marquez won the opening round under Losail floodlights and went on to retain his title

Also, what a ride by Maverick Vinales on the factory Aprilia at Portimao. At one point I thought he was going join a very exclusive club. A rider who has won a premier class Grand Prix on three different makes of machines. Four times World Champion Eddie Lawson won Grands Prix for Yamaha, Honda and Cagiva. Mike Hailwood brought Grand Prix victories to Norton, MV Augusta and Honda but the other two in the club never won a premier class title. Randy Mamola brought Grands Prix success to Suzuki, Yamaha and Honda while Loris Capirossi’s nine 500cc/MotoGP™ wins came on Yamaha, Honda and Ducati machinery.

Records are up there to be matched or beaten. Both Pecco and Maverick have every chance and intention of doing just that after a breathtaking start to their campaigns. It would take a brave person to bet against them.

By Nick Harris|2023-03-31T07:45:20+00:00March 31st, 2023|Nick's Blog, Uncategorised|Comments Off

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